WOLFS FANG RUNWAY - White Desertwhite-desert.com/wp-content/uploads/2019/10/Wolfs-Fang... · 2019. 10. 1. · Wolfs Fang Runway IEE Final Report July 2016 White Desert Ltd 4 8.4.1

WOLFS FANG RUNWAY Initial Environmental Evaluation Report Final July 2016

For Submission to the UK Foreign and Commonwealth Office

Wolfs Fang Runway IEE Final Report July 2016

Author White Desert Ltd

Date of Issue 18 July 2016

Issue/Status Issue 2/Final

Document Number WFR_IEE_Final

Distribution FCO BAS

White Desert Ltd 242 Acklam Rd London W10 5JJ

WOLFS FANG RUNWAY

Initial Environmental Evaluation Report Final July 2016


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CONTENTS

1 INTRODUCTION 7

2 LEGISLATIVE CONTEXT AND SCREENING 8

3 BACKGROUND 8

4 PURPOSE AND NEED 10

4.1 Whichaway Camp 12

4.2 Client Activities 12

4.3 Logistic Support 12

5 ENVIRONMENTAL IMPACT ASSESSMENT APPROACH 13

5.1 Consultation and Stakeholder Engagement 13

5.2 Relevant Guidance and Legislation 14

5.3 Approach and Methodology 15

5.4 Study Area 17

5.5 Establishment of Baseline Conditions 17

6 PROPOSED ACTIVITY 18

6.1 Operation of Wolfs Fang Runway 20 6.1.1 Fuel Handling 26

6.2 Ongoing Conduct of Intercontinental Flights 26 6.2.1 Flight Frequency 26 6.2.2 Runway activity 27 6.2.3 Flight activity 27

6.3 Ongoing changes to Client Numbers and intra continental Transfer Flights 28

6.4 Once Off Establishment Activities and Decommissioning /Remediation Activities 29 6.4.1 Season 1 30 6.4.2 Season 2 31 6.4.3 Decommissioning and Remediation 31

7 ALTERNATIVES 33

8 DESCRIPTION OF EXISTING ENVIRONMENT AND BASELINE CONDITIONS 34

8.1 Introduction 34

8.2 Physical Environment 38 8.2.1 Wider Study Area 38 8.2.2 The Wolfs Fang Runway Site 38

8.3 Land Use 41

8.4 Flora and Fauna 41


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8.4.1 Wider Study Area 41 8.4.2 The Wolfs Fang Runway Site 44

8.5 Cultural Heritage 44

8.6 Wilderness and Visual Amenity 44

8.7 Noise, Vibration and Local Air Quality 45

9 ANALYSIS OF POTENTIAL IMPACTS 46

9.1 Introduction 46

9.2 Physical Environment 46 9.2.1 Snow and ice quality 46 9.2.2 Ice Free Surface Interference 47

9.3 Flora and Fauna 47


9.5 Wilderness and Visual Amenity 49

9.6 Noise and Vibration 50

9.7 Local Air Quality and Atmospheric Emissions/Carbon 51

9.8 Fuels, Oils Storage and Handling 52 9.8.1 Resupply 52 9.8.2 Environmental impact of aircraft crashes 53

9.9 Waste 53

9.10 Indirect impacts 54

9.11 Direct impacts 54

10 MITIGATION MEASURES 56

10.1 Introduction 56

10.2 Physical Environment 56

10.3 Flora and Fauna 56 10.3.1 Potential Impact 56 10.3.2 Potential Impact 57 10.3.3 Potential Impact 57


10.5 Wilderness and Visual Amenity 58 10.5.1 Potential Impact 58

10.6 Noise and Vibration 59 10.6.1 Potential Impact 59 10.6.2 Potential Impact 59

10.7 Local Air Quality and Atmospheric Emissions/ Carbon 60 10.7.1 Potential Impact 60


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10.7.2 Potential Impacts 60

10.8 Emergency Preparedness and Response 61 10.8.1 Potential Impact 61

10.9 Waste Management 62 10.9.1 Potential Impact 62

10.10 Fuels Oils and Materials Storage and Handling 64

11 ENVIRONMENTAL ENHANCEMENT OPPORTUNITIES 64

11.1 Removal of redundant equipment. 64

11.2 Sustainability of White Desert Operations 65

12 CUMULATIVE IMPACTS 68

12.1 Whichaway Camp 69 12.1.1 Relevant Guidelines 69 12.1.2 Relevant Mitigation Measures 70

12.2 Inter-topic interactions 71

13 OUTLINE ENVIRONMENTAL MANAGEMENT PLAN 73

13.1 Introduction 73

13.2 Wolfs Fang Runway Operational Requirements 80 13.2.1 General controls 80 13.2.2 Establishment of Runway 80 13.2.3 Operation of Runway 80 13.2.4 Conduct of Flying Operations 80 13.2.5 Changes to Client Numbers and movement Patterns 81 13.2.6 Records 81

14 CONCLUSION 82

14.1 Summary 82

15 REFERENCES AND BIBLIOGRAPHY 83

16 APPENDIX I 86

17 INTRODUCTION 92

18 DEMAND ANALYSIS 92

19 RESUPPLY STRATEGY 93

19.1 Frequency of Resupply 94

20 FUEL STORAGE 94

20.1 Fuel Depot 95

20.2 IBCs 95

20.3 Fuel Type and Quality 96

21 TRAVERSE ROUTES 96


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21.1 Novo to Wolfs Fang Runway 97

21.2 RSA Ice Edge to Depot Location 97

21.3 Depot Location to Wolfs Fang Runway 98 21.3.1 Route South (Blue) 100 21.3.2 Route North (Purple) 100 21.3.3 Route Troll (Green) 100 21.3.4 Route Hybrid/Direct (Orange) 100

22 CONDUCT OF THE TRAVERSE 101

22.1 Vehicle and Staffing composition 102

22.2 Route finding 102 22.2.1 Data Collection 103 22.2.2 Space Based Data Analysis and Map production 103 22.2.3 Reconnaissance 103 22.2.4 Route Finding. 103

22.3 Timing and fuel usage 104

22.4 Contingency plans and recovery 104 22.4.1 Evacuation and Medical 104 22.4.2 Traverse Delays 105 22.4.3 Fuel spills 105 22.4.4 Crevasse Rescue 105


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1 Introduction This report has been prepared by White Desert Limited (White Desert) in relation to the proposed Wolfs Fang Runway development. It presents the findings of the environmental impact assessment carried out for the proposed development within an Initial Environmental Evaluation (IEE) Report. The IEE team which has completed the IEE Report comprises the following key staff:

Table 1.0:IEE Report Team Position Name /Role Author Eleni Antoniades Snell

Chartered Environmental Scientist

EIA Specialist

White Desert Ltd

Contact: [email protected] Author /Checker

Stuart McFadzean

Antarctic Operations Specialist

Project Manager

Wolfs Fang Runway,

White Desert Ltd

Contact: [email protected] Approver Patrick Woodhead,

Director of White Desert White Desert Ltd Contact: [email protected]

The proposed project is located in Dronning Maud Land (71’31”S, 08’48” E, Altitude above Sea Level: 1130m). The project is to re-establish a former blue ice runway site to provide access to Whichaway Camp and will comprise temporary staff and client accommodation, storage structures for plant and equipment as well as the re-established runway for seasonal use. This IEE Report aims to study the environmental impact of re-establishing the blue ice runway to support the White Desert operation. It considers the foreseeable and possible changes to the logistic systems to support the operation as well as the client activities and their direct and cumulative impacts on the environment.


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2 Legislative Context and Screening In 1991 in Madrid, the Antarctic Treaty Consultative Parties have signed the Protocol on Environmental Protection to the Antarctic Treaty (the Protocol), which put forward the environmental protection issues as the most critical obligations of the Parties of the Antarctic Treaty. The Protocol designates Antarctica “as a natural reserve, devoted to peace and science”. In January 1998 the Protocol came into legal force after being ratified by all Consultative Parties. According to the requirements of the Protocol, any activity in the Antarctic has to be preceded by an Environmental Impact Assessment (EIA) before its commencement. The proposed project is considered to require an Initial Environmental Evaluation based on the nature of the project, the existing environment and environmental evaluation of similar schemes in Antarctica. Additional considerations were:

The historic use of the site as a blue -ice runway The proposed site is currently not in use and waste from historical land

use remains in situ The project comprises the relocation of an existing activity to an

environment which can be directly managed by the operator White Desert Ltd

The proposed site is not located within 100km of a protected or managed ecological area

Limited potential for ecological disturbance due to nature of blue-ice Seasonal nature of operations and activities over the summer period

November- completing by mid February The IEE has been prepared in accordance with the Recommendations and Measures adopted at the Antarctic Treaty Consultative Meetings (ATCM) and within the frames of the procedures of EIAs as per Annex 1 to the Protocol. The level of detail in the environmental assessment approach is considered appropriate for an IEE.

3 Background White Desert Ltd has been operating a commercial tourism operation in Queen Maud Land since 2005. The operation runs over the summer period only and is based out of the temporary ‘Whichaway’ Camp located on the Schirmacher Oasis. Clients are flown into Whichaway Camp by air for short duration visits between November and February each year. The operation offers small scale, bespoke experiences for clients with numbers limited to approximately 12 clients at any one time. Logistic support for the operation is dependant upon The Antarctic Company (TAC), who are the non-governmental arm of Antarctic Logistic Centre International (ALCI). ALCI provide air transportation services between the nearby Novo Ice Runway and Cape Town, South Africa as well as intra-


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continental transfers. This support is essentially provided on an opportunity basis whereby White Desert is able to utilise free capacity on aircraft not required by the national programs participating in Dronning Maud Land Air Network project (DROMLAN). White Desert proposes to re-establish a former blue ice runway site to provide access to Whichaway Camp. The independent operation of a runway will provide greater flexibility in scheduling client flights. A reconnaissance of the Henrickson Nunatak area in December 2014 identified the site as suitable for the re-establishment of a blue ice runway. This site was used for intercontinental flights by the US based Adventure Network International (ANI) (a subsidiary of Antarctic Logistics Expeditions LLC) up to 2001 and possibly by the Russian Antarctic programme (RAE) in the 1980s. The location of the runway site relative to Whichaway Camp can be seen at Map 1.

Map 1. Map showing relative location of Wolfs Fang Runway and the Whichaway Camp.


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4 Purpose and Need White Desert provides highly tailored, Antarctic experiences to very small groups of clients over the austral summer period. Aside from providing the clients with an exceptional touristic experience, White Desert also puts substantial emphasis on broadening the client’s understanding of Antarctica in an effort to inculcate them with a sense of the continent’s beauty, fragility, and value. With such influential clientele visiting the camp, we believe this is an important opportunity get global ‘thought leaders’ to become advocates of Antarctic protection. White Desert is seeking to develop an independent method of entry into Dronning Maud Land for the following reasons:

1) It will reduce scheduling conflicts, as ALCI’s transport assets are heavily subscribed with governmental programmes.

2) It will facilitate more efficient scheduling as traditionally, most personnel from national programmes wish to enter Antarctica at the beginning of the summer season and return 3-4 months later in February before winter. Science projects often take multiple weeks to complete, whereas White Desert’s programmes require regular 8-day flight rotations as tourists only wish to spend a maximum of 7-10 days on the continent.

3) A dedicated touristic runway will provide greater delineation of the boundaries and areas of responsibility between governmental programmes and touristic ones.

4) It will allow White Desert to operate a self-reliant and small scale tourism operation, reducing the dependence on the ALCI operation.

5) It will provide a significant reduction in the fuel and atmospheric emissions generated in bringing clients to Whichaway (reduced by 29% on a per client basis).

6) The re-establishment of a high elevation runway will greatly improve access in January when the ALCI runway at Novo is often closed due to warm temperatures. This is also the peak demand period for clients.

7) It will provide an effective inland alternate runway to the ALCI runway that could be used in emergency situations.

8) The operation will utilise a dedicated business jet, which will be on constant ‘standby’ in Cape Town, South Africa. The plane can be called upon in a matter of hours to support a medical evacuation for either tourist programmes or governmental ones operating in the Droning Maud Land region. Currently, for a significant proportion of governmental programmes, the only means of an air evacuation is by using ALCI’s Illuyshin-76TD. This plane is designed to transport up to 80 passengers and uplifts approximately 18 tonnes of fuel (from limited resources in situ in Antarctica) and so, is an inefficient use of resources to evacuate one or two injured personnel. A business jet would cost less, impact less on the environment and be far more suited to the rescue mission in hand.

9) Depending on the business jet utilised, it will have no ‘Point of No Return’, unlike the flight plan currently operated by the IL-76TD. Approximately one hour from their destination, the pilots of the IL-76TD must decide to


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continue or, should weather conditions be marginal, return to Cape Town. The business jet, with its greater range, will be able to perform the entire journey without refuelling, therefore providing an additional and important safety aspect to each flight rotation.

Client groups are conducted as “micro expeditions”, whereby groups are deployed to Antarctica with all their food. This limits the accumulation of stores in Antarctica. While on the continent, they are accommodated in the temporary infrastructure of the Whichaway Camp and supported by camp based staff. Some clients groups undertake additional excursions away from Whichaway Camp to locations such as the South Pole or Atka Bay (to view the Emperor Penguin colony nearby). All travel to the continent and all flights within it are provided by ALCI via their commercial subsidiary, TAC. A summary of key operational metrics is provided in Table 2. These numbers are based on averages between the November to February period. Table 2.0 Key operational metrics of White desert’s current operation Number of clients per season 40 to 100 Number of staff days in Antarctic per season.

672 days (8 staff for 12 weeks)

Energy consumption in Antarctica per season (not including air travel)

Propane- 300 L Diesel fuel- 2,400 L Gasoline fuel- 200 L

Waste generated Returned to SA- 3,000 kg Buried by TAC-

2,700 kg Grey Water 1875 kg Black Water

Energy consumption on air travel Intercontinental- 71 tons jet fuel1. Intra-continental- 24 tons jet fuel. White Desert carbon emissions are offset through the Carbon Neutral Company since 2007.

The White Desert operation and its impacts on the environment can be broken down into a number of components to allow for a more detailed analysis. Current operations will be examined as follows:

- Whichaway Camp, including its establishment and ongoing operation. - Client activities, outside of the Whichaway Camp. - Logistic support, including the intercontinental movement of passengers,

cargo and wastes.

1 Based on proportion of capacity used on TAC flights. 80 seat capacity. 1 x staff flight with 8 WD

staff. 5 x client flights with 12 clients. IL-76 fuel burn rate of 7.6 tons/hr and 11 hr flight time.


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4.1 Whichaway Camp Whichaway Camp has been in operation since 2006. A separate IEE for the camp was submitted to the British FCO in 2008 and assessed the operation and activities as having no more than a ‘minor and transitory’ impact. An updated IEE for Whichaway Camp2 was prepared and submitted in 2011. Located at 70°45’51”S, 11°37’04”E on the Schirmacher Oasis, the camp can accommodate up to 12 clients and ten staff. It is the base of operations for clients who participate in a range of activities such as snow shoeing, trekking, photography etc in close proximity to the Camp. The camp comprises two large dome tents for communal areas and eight fiberglass InterShelter™ domes. Six domes are for sleeping accommodation, one is used for a kitchen and the last is used as an ablution block. All domes and tents are located on timber platforms. Three 20’ ISO-containers are used for storage. The camp occupies an area of approximately 100m X 100m (1 hectare). The operating period for the camp is between November and February. During this period, the camp consumes approximately 2400l of diesel and 300l of propane. Non-combustible waste is returned to South Africa, while grey water and faecal matter is disposed of in an ice pit by TAC in accordance with the ALCI/ TAC waste management plan. There is no proposed change to occur to the operations at Whichaway Camp. The information presented in the most recent Whichaway Camp IEE (2011) has been updated to take into consideration the proposed Wolfs Fang Runway operations in the Cumulative Impacts Section (refer to report Section 12).

4.2 Client Activities White Desert clients may undertake excursions to Atka Bay to view wildlife and/or to the South Pole. Travel to these locations is by ski equipped aircraft such as DHC-6 Twin Otter or BT-67 Basler operated by TAC. These excursions may be supported by field camps run by TAC and IEEs have been previously submitted to ascertain the impact of these transitory camps. Approximately four or five return flights are made to Atka Bay each season and the same number to the Geographic South Pole. This equates to approximately 57-95 hours of flying depending on the number of trips.

4.3 Logistic Support Access to and from the content is provided by TAC. TAC is a branch of ALCI that supports non-governmental clients. ALCI, in turn, is a South African business established to support the Antarctic community to access the continent from

2 Whichaway Camp Activity IEE, White Desert Ltd, 2011


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Cape Town, South Africa and primarily deals with national programmes through the DROMLAN network. Continental access is predominantly by an IL-76 TD aircraft but, on rare occasions, other aircraft have been used in past for White Desert’s tourist operations, such as a Gulfstream IIB, Gulfstream III and Super Boeing 727. The IL76 TD aircraft is stationed at Cape Town International Airport during the season and performs approximately 10-12 rotations to Novo Runway in Antarctica. The plane is a ‘combi’ aircraft, flying both cargo and passengers on the same flight. White Desert is allowed to add passengers and cargo to these flights, however they are subordinated to the requirements of the DROMLAN network and other national programmes. Flights schedules are developed during the pre-season and are demand driven. This creates a degree of uncertainty as to when flights will occur and what capacity will be available in any given season. The capacity of the aircraft dictates that flights are not flown at high frequency. This is not ideal for a commercial operation as the duration of stay in Antarctic can vary from group to group. There is also considerable pressure to get on key flights at the start and end of the season and also around Christmas. All cargo and stores to support the White Desert operation are facilitated through TAC and the IL-76 service. This includes back loading of non-combustible wastes. While no shipping activities directly support the White Desert operation, the IL-76 routinely uplifts fuel at Novo. This fuel is delivered annually as part of the over-ice resupply for Novo. Typical fuel uploads are believed to be 20,000 l per flight when fully loaded. The proposed activity of the re-establishment of Wolfs Fang Runway will fundamentally change the logistic support arrangements for White Desert’s operation. TAC/ALCI flights will only be used to bring in staff at the beginning of the season and extract them at end. Clients will be brought to Antarctic via a business jet operated by White Desert and they will land at an ice runway that was formally used by commercial operators in the 1990s.

5 Environmental Impact Assessment Approach

5.1 Consultation and Stakeholder Engagement White Desert has undertaken consultation and stakeholder engagement throughout the feasibility and IEE process. Following the feasibility / options appraisal stage, a feasibility report for reactivating the redundant runway (formerly known as Blue One) was submitted to the British Foreign and Commonwealth Office (FCO) for comment in March


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20153. The feasibility report identified safety considerations, reducing conflict with government operations and opportunities for co-operation among the advantages of reactivating the runway and set out a proposed way forward for the operation of the runway. Following submission of the feasibility report, the Wolfs Fang Runway operations and environmental considerations were presented to the FCO by White Desert. White Desert considered that the project's environmental impacts can be categorised as minor and transitory, requiring the preparation of an IEE Report, in accordance with the Annex I of the Protocol. This is also in line with environmental assessment of similar schemes, and ATCM meeting and research undertaken to define the category of minor and transitory4. A Draft IEE Report was submitted to the FCO in July 2015 and comments received from the FCO and British Antarctic Survey Environment Officer have been addressed in this updated Final IEE Report. At the request of the FCO a report has been prepared covering the conduct of resupply activities and the traverse to the Wolfs Fang site from the coast. Feedback from the FCO and the British Antarctic Survey on these plans were received in June 2016. The report, entitled Logistics and for the Wolfs Fang Runway has been updated and is attached to the IEE as Appendix I/ a stand alone document.

5.2 Relevant Guidance and Legislation Protocol on Environmental Protection to the Antarctic Treaty (1991):

Article 3 Environmental Principles, (2) (a)- (2) (e) Activities should be planned and conducted on the basis of ‘information sufficient to allow prior assessments of, and informed judgements about, their possible impacts on the Antarctic environment’. The aim of the Environmental Protocol is to ensure ‘the comprehensive protection of the Antarctic environment’.

Article 8 relates to Environmental Impact Assessment and defines three levels: less than a minor or transitory impact, minor or transitory impact or more than a minor or transitory impacts. One of its guiding principles is that an Environmental Impact Assessment must be carried out before any activity is allowed to proceed.

Protocol on Environmental Protection to the Antarctic Treaty (1991), Annex I Environmental Impact Assessment

Guidelines of Environmental Impact Assessment in Antarctica

3 Project South, Patrick Woodhead, White Desert Ltd, March 2015

4 Finding of meetings summarised in Environmental Impact Assessment in Antarctica application of minor or transitory impact

criterion, GCAS, Tarasenko, 2008-2009


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5.3 Approach and Methodology The report has been carried out to meet the requirements set out in the Protocol on Environmental Protection to the Antarctic Treaty (1991). The overall approach to the assessment methodology is based on the Guidelines for Environmental Impact Assessment in Antarctica. In addition to mandatory requirements, and the assessment of similar schemes in Antarctica, UK best practice and industry recognised, current and upcoming technical guidance in relation to EIA has been employed to inform the assessment process. These best practice guidelines include the UK Amended Circular on Environmental Impact Assessment5, the Explanatory Memorandum to the EIA Regulations6,IEMA Guidelines for EIA7, DMRB Assessment and management of Environmental Effects 8 and the European EIA Directive 2011/92/EU. In accordance with the Guidelines for EIA in Antarctica, the assessment process considers the outputs of activities associated with the reactivation of the blue ice runway. It also considers the exposure of environmental elements (environmental elements are often referred to as environmental resources/receptors in EIAs) to the outputs of activities. The nature of each impact is assessed taking into consideration a number of factors, as required by the Protocol. This includes the impact's likelihood, potential consequences, whether the impact would be permanent or temporary, intensity, duration, reversibility spatial extent of the impact, and whether it is direct, indirect or cumulative. The magnitude of impacts can be described as negligible/ minor moderate/major. The overall significance is then identified. In accordance with the Protocol and Guidelines, the overall significance of potential impacts is described using one of three levels:

Less than minor or transitory Minor or transitory or More than minor or transitory

The Protocol and Guidance do not prescribe a methodology for the determination of overall significance .There is no consensus agreement on the definition of the term "minor or transitory" and it is currently based on professional judgement, previous assessments and is considered on a case by case basis. To supplement this process, this report has determined the significance of impacts by also considering standard UK EIA approach.

5 Amended Circular on Environmental Impact Assessment, A Consultation Paper, Department for Government and Local

Communities, 2006 6The Explanatory Memorandum to the Town and Country Planning (Environmental Impact Assessment) (Amendment)

(England) Regulations 2008 7 Institute for Environmental Management and Assessment Environmental Impact Assessment Guidelines.

8 Design Manual for Roads and Bridges, Highways Agency, ,Department for Transport, Volume 11, Part 5 Assessment and

management of environmental effects and Part 6 Reporting of environmental effects


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The approach takes into consideration the sensitivity of environmental elements and the nature of the potential impact in order to derive the overall significance, i.e. environmental elements which are designated are considered to be of very high sensitivity. The table below describes the general categories used to identify the sensitivity of environmental elements:

Table 3.0 General Guidance Developed for Assessment Process

Value or sensitivity of

environmental element

Description of criterion and examples relevant to assessment

Very High-High Very high importance and rarity, international scale and very limited

potential for substitution

Designated sites Antarctic Special Protected Areas (ASPA), Antarctic

Special Management Areas (ASMA) Historic Sites and Monuments (HSM)

Ecosystem Monitoring Programmes (CEMP) sites

Area of international or continent importance, loss would be significant

for overall environment and ecology in Antarctica and on a wider scale

(fauna)

Very high wilderness and aesthetic value with absence of manmade

structures or infrastructure

Medium Habitat suitable for flora and fauna such as breeding, nesting or feeding

sites such as freshwater lakes, coastal areas, ice-free ground and

mountainous regions

Area of regional wide importance and rarity, limited potential for

substitution

Areas which are of high sensitivity in terms of impacts on human activity

such as research stations, infrastructure and traverse routes (human

receptors)

Area of high wilderness and aesthetic value

Low Area does not provide a habitat suitable for flora and fauna.

Natural environment across Antarctica is protected under Protocol

Area of local importance

Area of medium wilderness and aesthetic value reduced by presence of

human activities such as abandoned sites

Guidance for description of magnitude

Magnitude Description

Negligible No discernible impacts or impacts of very limited extent or duration, very minor loss to one

or more characteristics, features or elements

Minor Temporary short term disturbance to the physical status, dynamics or function of the

receptor.

A reduction in the receptor, but no significant habitat loss.

Minor loss or alteration to one or more feature or element

Moderate Partial loss of, temporary damage to or medium term disruption to physical status, dynamics


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Professional judgement is used to determine the overall significance of impacts, the table below has been developed as a general guideline or basis. Table 4: 0 Determining Overall Significance of Impacts MAGNITUDE OF IMPACT (DEGREE OF CHANGE) VALUE / SENSITIVITY ENVIRONMENTAL ELEMENT RECEPTOR OR RESOURCE

No change

Minor Moderate Major

Very High

Less than minor or transient

Minor or transient

More than minor or transient


High


Minor or transient

More than minor or transient/ Minor or transient


Medium Less than minor or transient

Minor or transient / Less than minor or transient

Minor or transient

Minor or transient

Low Less than minor or transient


Less than minor or transient Minor or transient

Minor or transient

Source: Tables adapted from DMRB9. Where potential impacts are identified, appropriate mitigation, enhancement measures or monitoring measures are described in order to reduce the likelihood or consequence. Mitigation measures which have already been incorporated into the design of the proposed scheme are also identified.

5.4 Study Area The immediate study area is defined as the proposed development site as delineated by the operational site boundary. This encompasses the temporary transit site and staff accommodation structures, equipment/plant storage and the runway itself. The extent of the wider study area varies according to the requirements of specific topics, in order to encompass the direct and indirect impacts of the project.

5.5 Establishment of Baseline Conditions The baseline conditions for the immediate and wider study area have been established using a desk-based review of published sources as well as a site survey.

9 Design Manual for Roads and Bridges, Highways Agency, Department for Transport, Volume 11, Part 5 Assessment and

management of environmental effects

or function of the receptor.

Loss of resource but not adversely affecting integrity

Major Complete loss of, permanent damage to, degradation of or long term disruption to integrity,

physical status, dynamics or function of the receptor


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The desk-based review included research of published information sources available on-line, carried out in June 2015, and a detailed review of Antarctic information resources carried out at the Scott Polar Research Institute, University of Cambridge, carried out March 2016. Information sources are referenced in the individual topic sections and listed in the Reference Section at the end of the report. Site specific information has been obtained during the feasibility / options appraisal stage of the project, through a detailed site reconnaissance and site survey carried by White Desert Ltd in December 201410. This survey was undertaken in the Henrickson nunatak area and had used satellite based data and mapping produced by the by the Thuringian Institute for Sustainability and Climate Protection (Think).

Image 1. An IL76 at Blue 1 in 1999 – believe to have been operated by ANI at

this time.

6 Proposed Activity The proposed activity involves the reactivation of an ice runway at Henrickson Nunatak to allow White Desert clients to access the continent via a more regular weekly service. This runway was formally known as ‘Blue One’ but it proposed to be called ‘Wolfs Fang’ (named after a mountain that dominates the skyline of the site). A business jet, such as a Falcon 900LX, 7X or Gulfstream V, will operate the service providing a much greater level of fuel efficiency compared to the IL-76TD. The need to upload fuel in Antarctica will also be greatly reduced, if not entirely avoided depending on the exact aircraft used, prevailing winds and payload. A theoretical flight plan has already been run for a Gulfstream V from Cape Town International to Wolf’s Fang runway and, with full seating capacity and ‘average’

10

Wolfs Fang Runway, Reconnaissance Report of Findings, Stuart McFadzean, White Desert Ltd, December 2014


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prevailing winds, the plane can achieve a return flight without the need for uplifting fuel in Antarctica. Client accommodation will continue to utilise Whichaway Camp and client activities will remain unchanged, as per the existing IEE for White Desert. New client transit accommodation will be established at Wolfs Fang for flexibility in scheduling transfer flights between Wolfs Fang and Whichaway – and also for weather delay periods whereby flights are postponed or schedules changed due to availability of aircraft and changes in forecast. Ferry flights between Wolf’s Fang and Novo Runway will be facilitated by DHC-6 Twin Otter or BT-67 Basler aircraft. A typical rotation of clients will be as follows: - 12 clients (Group 1) staying at Whichaway Camp will transfer via 4x4 vehicle to Novo runway. - Group 1 clients then fly 30-mins to Wolf’s Fang in a Twin Otter. Clients accommodated in Wolf’s Fang’s transitory camp. - The Falcon arrives from Cape Town on its scheduled intercontinental flight with 12 new clients (Group 2). - Group 2 immediately transfer onto waiting Twin Otter and ferry across to Novo Runway and ultimately Whichaway Camp. - After two hours on the ground, Group 1 board the Falcon and return to Cape Town. These changes will enable more clients to visit the continent each season but for a shorter duration. The maximum number of clients overnighting in Antarctica at Wolfs Fang will be twelve. White Desert does not envisage expanding the client numbers beyond twelve for each group given the following limitations:

a) The seating capacity for the Falcon intercontinental flight will be 12-14.

b) Due to payload restrictions, the BT-67 Basler can only accommodate 12 clients to Atka Bay and the South Pole.

c) Whichaway Camp has only 6 sleeping pods with two clients in each, thereby creating a maximum of 12 guests.

Therefore, the total client capacity of the White Desert operation, in terms of Antarctic client days, will also not increase significantly. Broadly, the new activities being proposed can be categorised as follows:

Ongoing operation of Wolfs Fang Runway. Ongoing conduct of intercontinental flights (business jet). Ongoing changes to client visitation patterns and intra-continental

(transfer) flights. Once off re-establishment/commissioning activities and once off

decommissioning and remediation activities.


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6.1 Operation of Wolfs Fang Runway Wolfs Fang Runway will serve as a point of entry and departure for White Desert clients. Inbound clients will fly from Cape Town to the runway by business jet, (approximately 5-hours). From the runway, they will then be transferred to the Novo runway by light aircraft, such as BT-67 Basler or DHC-6 Twin Otter operated by TAC (flight time: 30-minutes). From Novo they will be taken to the Whichaway Camp by wheeled vehicle. Outbound passengers will fly from Novo to the runway several hours prior to the planned intercontinental flight. This is to minimise the potential for delays and to ensure the business jet stays on the ground in Antarctica for the shortest possible duration. The establishment and operation of ice runways has become a routine activity for Antarctic programs with several in operation around the continent. The site proposed for Wolfs Fang Runway was previously used by the US based company ALE during the late 1990s and early 2000s. It is also likely the site was used by the Russian Antarctic program (RAE) in the 1980s for inter-continental flights. The last inter-continental flight to the site are believed to have occurred in 2002. A survey of the site was undertaken by White Desert in December 2014 which confirmed the site as being suitable. The selected site is a glacial blue ice field located about 70Nm (130km) southwest of the Schirmacher Oasis. The runway area will be approximately 3500m long and 350m wide, see Diagram 1. The northern end of the runway is in the vicinity of UTM 32D 492800 2064400 and the eastern end of the runway is in the vicinity of UTM 32D 493200 2060800. The location is approximately 2.5km distant from Henrickson Nunatak which lies adjacent and parallel to the runway centre line. The area is a natural ablation zone with a surface of hard glacial ice and a minimal snow cover. The location is on the inland ice plateau, at around 1100m elevation. Melt streams running parallel to the runway centre line flow around the base of the Henrickson Nunatak approximately 2km to the West. No crevasses are evident in the immediate area. An overview of the site and the proposed runway location is shown at Map 2.


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Map 2. Site layout showing locations of runway (including berms), the runway camp (including transit accommodation, stores and vehicle park) and known location of crevasses for grey water disposal.


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At the start of each summer, the runway will require annual clearing of sun-cupping and any snow accumulation to produce a smooth surface. During the summer, ongoing maintenance of the surface may be required to clear the runway of snow accumulation, to increase surface friction, and to ensure the snow berms at the side of the runway are reduced in size so that they do not cause windborne snow to accumulate in their lee. These activities will be undertaken by two snow groomers fitted with blades and tillers.

Diagram 1. Runway dimensions. The runway is shown within a wider strip or overrun area. Beyond the strip is an area where cleared snow is likely to accumulate. The runway will be marked by temporary markers on either side of the runway. Portable lights may be used to mark the ends of the runway to assist pilots identifying the runway on approach. A windsock will be established at one end. These will be removed during periods when flights are not planned to occur.


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Image 2. A snow groomer tills the surface for greater friction and removes snow accumulation. Two of these machines will be based at the runway.

Image 3. Novo Runway showing markers along northern edge.


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The runway will be manned by a crew of 8-10 staff including an ‘aerodrome manager’, trained and licensed radio operator, plant operators, mechanic, Fire & Safety crew, medic, and general hand. The staff will remain on site throughout the summer operating period. There are a number of skills and capabilities that must be maintained at the runway to support the operation varying from weather observations, aerodrome procedures, crash rescue and fuel handling. Seasonal training will be conducted to ‘cross train’ all staff to ensure all staff can perform multiple functions. This will reduce the number of staff required and provide a level of redundancy across the runway team. At the end of each summer, all tents will be removed and all vehicles and vans closed up for winter. This will include covering all glass with shields, closing all openings such as vents, and removing unnecessary attachments. The vehicles and vans will be laid up away from the runway location on a snow berm. The exact location of the berm is to be determined once more weather data is available. It will be downwind from the runway (likely to be North to West) approximately 1000m. The berm location will change each winter to enable previous sites to remediate. Mobile plant and equipment to support the runway will include snow groomers, light vehicles, automated weather station, emergency response sled, fuel pump, communications equipment, limited aircraft spares, generators, and camp equipment. This equipment is detailed in Table 5 below. Table 5.0 Major plant items to be located at Wolfs Fang Runway. Plant Item Description Use/Purpose 3x Snow groomer

Pisten Bully 300 and 100 Runway maintenance. Client ground transport. Traverse tractor.

1x Snowblower

Zaugg or equivalent. For mounting on groomer.

Runway maintenance.

1x 4x4 Hilux or equivalent Ground transport around runway. Client ground transport. Runway surface friction measurements.

2x ATV Polaris/skidoo Staff transport around site. 4x Sledges 15 & 25 ton traverse sledges Resupply of runway with fuel.

Equipment storage. Over winter storage.

3x 20’ Iso Side opening containers on beam sledges.

Storage of runway and ground handling equipment. Over winter storage of tentage and plant.

1x 20’ Iso Reefer, modified. On beam sledge.

Office and medical facility.

Fuel pump 200 lpm fuel pump and hoses. On small sledge.

Aircraft refuelling

36x 1500l IBC 3x 20’ Iso

Fuel Storage IBC for transport of fuel to Runway. Iso Tanks for depot fuel on Coast vicinity SANAE IV.

Emergency Cart

Extinguishers, entry kit, medical kit, ground matting, spill kit . On sledge.

Emergency response.


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Image 4. Novo runway as seen on final approach.

Accommodation for the runway crew will be in mountain tents that are erected when in use. Client accommodation will be in seven 16’ X 12’ tents. An additional 10’ X 16’ tent will be used as a communal mess and kitchen. Three 20’ ISO containers will be used for storage and housing the waste incinerator, generator, ablutions, and a shower. An indicative camp layout is at Diagram 2.

Diagram 2. Indicative camp layout.

Resupply of the runway camp will occur progressively throughout the season utilising space on the business jet service. Heavy and bulky items, may be delivered via TAC’s IL-76 service to the Novo runway and then a ground traverse. Backloading is available via the same route at the end of the season.


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6.1.1 Fuel Handling Further details can be referred to in the Logistics and Traverse Plan for the Wolfs Fang Runway, which can be referred to in Appendix I/as a standalone document. Fuel will be delivered by ship each year and traversed from the coastal resupply point to the runway in either 20’ ISO tanks or in 1500l IBCs. Resupply shipping relies upon ‘piggybacking’ on a national program with initial The seasonal operation of the site is expected to consume approximately 10,000 l of ground fuel each year. This is predominantly consumed in the groomers and generators. Up to 50,000 l of jet fuel will be using to support inter and intra continental flights to the runway. Up to 20,000 l will be required by traverse tractors to bring this fuel to site. Total fuel consumption by the system is therefore up to 85,000 l per summer. In subsequent seasons, the expected use of a longer-range aircraft (such as Gulfstream 550, or Falcon 7X) with full return range capability will reduce the average annual fuel consumption considerably to around 20,000 l. A quantity of aviation fuel will be stored at the runway for emergency purposes. This may be up to 20,000 l which is sufficient to allow a C-130 Hercules or IL-76 TD to return to Cape Town which is the most likely evacuation option should a mass casualty incident occur. Ground vehicles and generators will run on aviation fuel so that the store of emergency fuel will be regularly drawn upon and replenished as a part of the normal fuel holding. This will also mean that only one type of fuel will be held at the runway to simplifying logistics. Fuel will be delivered and stored in either 1500l IBCs drums or in 20’ bulk Iso tanktainers. All IBCs and bulk tanks will have all foot values, drains and any penetrations below the full supply level removed or permanently sealed. Additionally, an empty unit will remain on site to ensure there is sufficient ‘decant’ space available should a problem develop with a tank so that it can be completely emptied. Fuel will be transported to the site and empty containers backloaded via a traverse conducted through the summer. The frequency of resupply traverses is dependent upon number of flights undertaken and the type of aircraft used. The Falcon 7X could se resupply traverse occurring every 3-4 season. The Falcon 900 EX would require an annual traverse for fuel.

6.2 Ongoing Conduct of Intercontinental Flights

6.2.1 Flight Frequency Once established, the runway has the potential to support a high frequency of flights. The runway is expected to operate over a 17-week period from November to February each summer. At the start of each season, the operating


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period is limited by the ability to get runway staff onto the site, which in turn, is dependant upon the intercontinental flight operation run by ALCI at Novo. During the operating period, windows to conduct flights are expected to occur on average at weekly intervals. The effort to open the runway is significant and staff fatigue is likely to be another limiting factor in flight frequency. The likely number of flight windows is expected to be between 10-20 per summer. This is consistent with other ice runway operations in Antarctica. The expected demand for flights however is considerably less and between 7-10 flights are estimated in the initial seasons of operation. These will occur approximately weekly with periods of reduced flight activity around Christmas and blizzard events.

6.2.2 Runway activity Prior to each flight it is likely that machinery will need to be used to prepare the runway surface. This may involve scarification of the surface to improve surface friction and the removal of any drifting snow. Snow berms or accumulations on either side of the runway will also be flattened and pushed outwards, away from the runway. Runway markers will be set out and checks on the runway will be made such as friction measurements, surface temperatures, and monitoring of any surface movement or cracking in the underlying ice. These activities are expected to use 800 l of fuel for each intercontinental flight. The intercontinental flight will coincide with one or two ferry flights to Novo Runway by ski plane. These will bring clients to and from Whichaway Camp. This changeover of clients will temporality increase the number of persons living at Wolfs Fang runway to approximately 20 in total (8 staff plus 12 clients). Emergency response capabilities will be maintained on site to respond to a variety of incidents including - lost personnel, fuel spills, aircraft immobilisation on site, wheel and engine fires and aircraft crashes. Response equipment will be deployable by sled towed by a 4x4.

6.2.3 Flight activity Flights to the runway will originate from Cape Town. No aircraft will overnight at the runway and all will return to Cape Town after a brief turn around of less than 3 hours. The return flight is a distance of 4560 Nm. Flight operations at the runway will be restricted to avoid overflying nunataks. These controls will include restricting circling approaches to proving flights and


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ski equipped aircraft only. Intercontinental flights will use straight approaches only. The runway will only use right hand circuits to ensure aircraft stay at least 2000m away from the nearest ice free land. Noise modelling undertaken by the Australian Antarctic Program’s ice runway project found that 65dBA sound pressure levels from a Falcon aircraft extend laterally out from the runway centreline by up to 1000m11. Sound pressure levels at the closest ice free land to the Wolfs Fang Runway are greater that 2000m away and therefore are not expected to exceed 65dBA. Fuel consumed per flight is quite variable depending upon the aircraft type, weather conditions and payload. A typical flight of a Falcon will burn 12,650 l of fuel for the round trip. Of this, approximately 8,770 L will be consumed above the 60°S Parallel. Approximately 500 L will be burned below 2000’ altitude during the landing, taxi, while on the ground, and the take off. Each supporting transfer to Novo will consume approximately 440 l of fuel (DHC-6 Twin Otter- Novo to Runway and return).

6.3 Ongoing changes to Client Numbers and intra continental Transfer Flights

The re-establishment of the runway will enable clients to access the continent more frequently. While the core product (trip duration) offered by White Desert will remain unchanged, the improved access will also enable shorter duration trips to occur, such as a one day trip. These are unlikely to ever be a significant proportion of trips conducted each season given the high costs involved in accessing the continent. The average duration of stay is therefore anticipated to remain unchanged at 8 days. Anticipated client numbers are show in Table 6 below. The Anticipated numbers and based on the foreseeable demand over the next 3 years and commercial considerations. The Maximum numbers are based on theoretical limits given the infrastructure and staffing proposed.

Table 6 Proposed Change in Operations

Current Operations Range of Values

Future Operations Anticipated/ Indicative Numbers Range of values/ Projected maximum

Total number of clients per season 80-100 Anticipated- 150 Maximum- 200

Size of Groups 12 Anticipated-12 Maximum- 14

11

Australian Government, Australian Antarctic Division, Air Transport System IEE, 2003.


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Total number of groups per season (rotations)

6 Anticipated 10 Maximum 20

Total number of days spent in Antarctica per group

Average 8 Maximum 10 Day trips and three day trips organised

Average 8 Maximum 10 Day trips and three day trips organised

International return flights per season 6 (fractional use of TAC IL-76 aircraft)

Anticipated- 10 Maximum- 20 (dedicated business jet)

Client destinations Atka Bay South Pole

Atka Bay South Pole Unchanged

Internal return flights 8-10 Anticipated- 10

Maximum- 20

6.4 Once Off Establishment Activities and Decommissioning /Remediation Activities

Establishing an ice runway at this site requires relatively little effort. The natural ice surface requires minimal modification to be suitable for landing an aircraft. The site has previously been used by military style aircraft (IL-76 and C-130) without any modification. The development of the proposed activity is likely to be spread over two summers with the bulk of activities occurring in Season 1. The season objectives are as follows: Season 1

- Delivery of personnel, equipment and stores by vessel to point of entry - Commission groomers and towing sleds. - Establish crevasse-free traverse route between point of entry and Wolfs

Fang using satellite mapping and ground penetrating radars. - Undertake a secondary site survey. - Conduct traverse to Wolfs Fang. - Establish Wolfs Fang camp. - Establish Runway. - Undertake proving flights. - Winterise Wolfs Fang

Season 2

- Establish client accommodation. - Complete fuel traverse. - Reopen runway - Undertake first client flights.


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6.4.1 Season 1 Further details can be referred to in the Logistics and Traverse Plan for the Wolfs Fang Runway, in Appendix I/stand alone document. A traverse route between the cargo delivery point and Wolfs Fang will be reconnoitred in November-December by a private company called Arctic Trucks using ground penetrating radar and supported by space based investigations conducted previously by the Thuringian Institute for Sustainability and Climate protection. Building upon known safe routes, this may take as long as 10 days. The traverse team will comprise 4-5 people. Equipment delivery is to occur in December 2016 by the RSA Agulhas II. Delivery is to be to the RSA resupply unloading point on the ice edge at approximately, 70°15’S 2°37’W. This includes four traverse sledges and two tractors (snow groomers). All cargo and some fuel will then be traversed to Wolfs Fang via the established route. This may require two round trips of two tractor trains depending upon the conditions encountered. This may take as long as three weeks and 4-5 staff will participate in the traverse. A group of up to 4 personnel will also deploy directly to the Wolfs Fang site by ground traverse from Novo to commence construction activities. This traverse will use a single snow groomer (PB100) and it will accompany the Artic Trucks reconnaissance team as far as the runway site. This is likely to take 3 days and the team will be based at the runway site for the season. Once the traverse arrives at Wolfs Fang, the establishment of the camp will commence concurrent to the second resupply traverse (if necessary). Runway set up and surface preparation will also occur. Runway preparation involves grinding back the natural ‘sun-cupped’ surface using a combination of the blade and tiller on the snow groomers. The area cleared will be 3500m by 60m. Approximately 80mm (depth) of sun cupping will be removed. This equates to 8,400m3 of ice. The resulting ice chips will then be cleared to the sides of the runway and spread out up to 100m either side of the runway. The movement and handling of the ice chips will result in a volumetric expansion of up to a factor of 50. This could result in up to 420,000m3 of aerated ice or ‘snow’ being deposited in berms along the sides of the runway. These could be up to 600mm deep and 100m wide. The clearing of the sun-cupping completes the establishment of the runway. There is no requirement to alter the natural shape of the terrain at the proposed site. Runway makers will then be set out before flights commence. A number of proving flights must be conducted to the site to both validate the suitability of the runway, ground procedures and to familiarise aircrew with the runway properties. A proving program may involve flights from different types


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of aircraft and a number of circuits (multiple landings) per flight. Initial flights will aim to use more robust ‘military style’ aircraft or lighter weight aircraft that have previously landed at the site when the surface was entirely unprepared. Later flights will utilise the same business jets that will be used to bring clients to the Antarctica. Proving flights will commence with a BT-76 from Novo. If these are successful, the Falcon aircrew will return to Cape Town, via the TAC IL-76 service, to prepare for the first jet aircraft flights. This may occur up to 25 February 2017 at which time the runway must close to commence winterising the camp. Wolfs Fang staff will return to Cape Town on the TAC IL-67 service around 28 February 2017.

6.4.2 Season 2 The Wolf Fang staff of 8 people will deploy to the site in early November 2017 via TAC BT-76 and IL-76. De-wintering the camp and re-establishing the runway is expected to take 7-10 days. The establishment of the transit accommodation will take up to 15 days to complete but this will be concurrent with runway works. No specialist equipment is required to erect the pods as each one is modular in design and can be constructed with a minimum of 4 men with basic tools. The pods will be mounted on beam sledges. The first client flight is expected in mid November. It is envisioned that 7 client flights will be conducted in Season 2 with the last occurring around mid February 2018

6.4.3 Decommissioning and Remediation Should decommissioning be required, decampment would take approximately 20 days. The sledges and tractors on site are capable of returning all infrastructure to Novo or SANAE where they can be extracted via IL76 or ship to Cape Town. It would be planned to consume all fuel on site prior to decommissioning to minimise the quantities to be back loaded. However the seasonal maximum of fuel holding could exceed 85,000 L, which would require a separate traverse if this was to be backloaded. The total backload tonnage, including all vehicles, sledges, vans etc but not including fuel would be approximately 137,000kg. It is envisioned that fuel could be provided to one of the national programs operating in the region. Remediation of the site would include:

- the removal of all runway markers, AWS and survey targets - The flattening of any snow accumulations, particularly the berms.


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- The pack up and removal of all camp facilities, tents, transit accommodation, vehicles, stores and equipment.

- The removal of all solid wastes. Upon completion of remediation efforts the following would be left on site or would be left visibly disturbed:

- Grey water (filtered) disposed in a deep crevasse would remain on site. - The snow berms around the runway and the runway camp would be

spread out but remain visible until they naturally ablated away. This is expected to take up to 5 years.

- The runway surface would be left to remediate naturally. It is expected to return to a natural sun cupped surface in less than 3 years.

- Particle and gaseous emissions from the incinerator and combustion engines would not be remediated.


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7 Alternatives Alternatives to increase the level of White Desert’s self-reliance and to deconflict activities with the DROMLAND network are limited. The use of the runway at Novo for alternate aircraft has already been extensively investigated and RAE are disinclined to accept any other aircraft from 3rd party operators at their facility. The runway is also at a low elevation and therefore prone to closure during January due to low surface friction. The Norwegian Antarctic program are similarly disinclined to accept private aircraft at their facility at Troll Station. There is also the added complication of the distance from Whichaway Camp. Other runway locations are available but they provide no real point of differentiation to the Wolfs Fang runway site being proposed. The prior use of the Wolfs Fang site for runway operations makes it a logical place to reactivate for both environmental and operational reasons.


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8 Description of Existing Environment and Baseline Conditions

8.1 Introduction As set out in the Establishment of Baseline Conditions Section, the baseline conditions have been identified using readily available published information, supplemented by a publication review carried out at the Scott Polar Research Institute in March 2016, as well as well as a site reconnaissance survey carried out in December 2014 by White Desert. The following sections describe the baseline conditions for each individual topic in the immediate study area (that of the Wolf Fang Runway Site) and the wider study area. The relevant legislation which should be considered for each topic is also identified. The wider study areas varies according to the requirements of specific topics, in order to encompass the direct and indirect impacts of the project. The zone of influence is the area encompassing all predicted impacts from the proposed development, both those which may occur as a result of land-use and those which may occur indirectly. The location of the designated sites and environmental features of interest identified in this section can be referred to in the following maps.


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Map 3: Map of Designated Sites and Environmental Features Source of mapping: SCAR Antarctic Digital Database, obtained 24 March 2016

Key Closest Designated Site

Tor Location of Svarthamaren ASPA

Memorial plaque at India Point

Location of Historic Site and Monument

Other Environmental Feature of Interest

Ice feature catchment

Location of closest human receptors at Maitri Research Station and Novo Research Station Location of Novo runway Location of Whichaway Camp Location of Schirmacher Oasis Location of Historic Site and Monument (see detailed map below)


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Map 4: Location of ASPA in proximity of Whichaway camp


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Map 5 Ecology of Svarthamaren SPA and Surrounding area

Location Published Ecology * Nature Environment Map Location Published Ecology

Svarthamaren ASPA Antarctic Petrel=400,000, Snow Petrel=1000, South Polar Skua=100 Populations

Mites, Collembola

Lichen, Filamentous algae, cyanobacteria

Kvitholten Antarctic Petrel=300, Snow Petrel=100, South Polar Skua =30 Populations

Svarthamaren ASPA

Kvitholten


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8.2 Physical Environment Information on the physical environment and ground conditions has been obtained from the site survey report and feasibility study carried out in December 2014 by White Desert12.

8.2.1 Wider Study Area The nearest ice free land is the Henrickson Nunatak located approximately 2.5 km to the East of the Wolfs Fang Runway. It is a narrow blade of rock approximately 2 km long and 200m wide and 150m high. It is the largest and Western most nunatak in a group of approximately 20 nunataks that extend 12 km to the north, 11km to the South and 12 km to the East.

8.2.2 The Wolfs Fang Runway Site The runway site is located on a vast expanse of blue glacial ice situated approximately 20 km north of the Kurze Mountains in Dronning Maud Land, (which can be referred to in Map 6). The coast is approximately 120 km distant to the North but due to the existence of fast ice, the closest open water in summer is some 160 km to the North. The site is 130 km southwest of the Schirmacher Oasis where the Whichaway Camp is located along with Novolazarevskaya (Russian) and Maitri (Indian) Stations. Troll Station (Norwegian) is located approximately 240 km to the southwest. The northern end of the runway is in the vicinity of UTM 32D 492800 2064400 and the eastern end of the runway is in the vicinity of UTM 32D 493200 2060800. The location is approximately 2.5 km distant from Henrickson Nunatak, which lies adjacent and parallel to the runway centre line. This is the nearest ice free land.

12

Wolfs Fang Runway, Reconnaissance Report of Findings, Stuart McFadzean, White Desert Ltd, December 2014


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Map 6. The location of the Wolfs Fang Runway is shown relative to the Dygalski, Hurze, Gagarin and Conrad Mountains some 20 km to the South.

The area around Wolfs Fang Runway is generally flat (


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Running across the site in a mostly South-East to North-Westerly direction are bands of cryoconite holes. These range in size from a few centimetres to around 1.5 meters in diameter. The majority however are around 300-400 mm and have a fairly uniform depth of between 500-600mm. The cryoconite holes have a solid layer of melt ice above the cryoconite layer, which in turn sits on blue ice. The area is generally free of crevassing below / North of the 1150m contour. Crevassing to the South of the 1150m contour is generally sutured with widths less than 400mm. Winds An AWS has been on site for 12 months which is insufficient time to establish a high level of confidence in our understanding of site conditions. However, the 2015 summer was characterized by strong diurnal katabatic cycles with warm midday temperatures (seldom above -2C) with light winds (often from the North) and then with lower sun angles bringing lower temperatures (-10 to -15C) and stronger katabatic winds (10-20 kts) from a Southerly direction. Winds showed more directional variability but much less strength than anticipated over summer. During the site reconnaissance in December 2014, sustrugi on site had formed from recent Easterly winds. Multi year blizzard deposits, possibly from winter storms, were also driven by Easterly winds. The prevailing winds while on site came from the South East. Surface deposits of white ice, formed from the melt/refreeze process occurring at the snow ice interface under snow drifts, appeared to have been deposited by South Easterly winds, see Image 5.

Image 5. The proposed Wolfs Fang Runway looking South. The slight bumps on the surface are white ice deposits formed by melt/refreeze processes under snow drift deposits which have since ablated away. The orientation suggests formation under South Easterly winds.


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8.3 Land Use The proposed Wolfs Fang Runway Site and immediately surrounding area is currently not in use. The site was used historically as a blue-ice runway for intercontinental flights between 1996 and 2001 by the American based company Adventure Network International (ANI) to support commercial tourism activities. It is also possible that the site was used by the Russian Antarctic programme (RAE) in the 1980s. Redundant equipment associated with the historical land use is currently present on the site, including 20 tonnes of camp equipment and 335 empty fuel drums.

8.4 Flora and Fauna Information in relation to flora and fauna has been obtained from a review of published sources, as referenced, and supplemented with casual observations made during ground investigation site survey carried out in December 201413. Additional information sources are listed in the Bibliography.

8.4.1 Wider Study Area General description The study area and zone of influence/spatial scope in relation to fauna is considered to extend across the region due to the potential routes of feeding, breeding and migratory birds. The site is located within the Dronning Maud Land Antarctic Conservation Biogeographic Region. The site is located within the Dronning Maud Land, which consists of a series of nunataks and mountain ranges separated by glaciers or ice covered terrain. The region is not suitable for vascular plants14 due to dry conditions and low temperature limitations and the nunataks inland are considered to represent the climatic limit of terrestrial life15. The coastal hills of the Schirmacher Oasis are located along the northern coastline, between the inland ice and the iceshelf, and provide habitat for lichen, moss and limnological communities. The main mountain range and nunatak area is located approximately 200km from the iceshelf edge and extends in an east-west direction. The nunataks are exposed mountain peaks projecting from and surrounded by a glacier or ice sheet16 and provide suitable habitat for breeding sea birds inland. Within the wider study area, there are three species of birds which are known to

13

Wolfs Fang Runway, Reconnaissance Report of Findings, Stuart McFadzean, White Desert Ltd, December 2014 14

Nature Environment Map: Dronning Maud Land 1: 100,000, Gjelsvikfjella and western Muhlig-Hofmannfjella, Sheet 1 and 2, 1999 15 Census of breeding Antarctic Petrels and phuscal heatures of the breeding bird colony at Svarthamaren, Dronning Maud Land,

Norsk Polar Institut, Mehlum et Al, 1988 16 A complete guide to Antarctic Wildlife, the Birds and Marine Mammals of the Antarctic Continent and Southern Ocean,

Hadoram Shirihai, Second Edition, 2007


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breed in the inland nunataks, these are the Antarctic petrel (Thalassoica antarctic), the Snow petrel (Pagodroma nivea) and the South polar skua (Catharcata maccormicki)17. The table below summarises their habitat and distribution within the wider study area. Published information18 has been used in order to identify Important Bird Areas. The closest Important Bird Area (IBA) to the site is the Svarthamaren IBA (ANT112), which qualifies on the basis of the Antarctic Petrel and South Polar Skua and is located at a distance of approximately 120km South West of the proposed Wolfs Fang Runway site. The Jutulsessen Mountain IBA (ANT111) which is located in the area of the Troll Station , at a distance of approximately 200km South West of the site, which qualifies on the basis of the Antaractic Petrel colony present at the site. The Gruber Mountains IBA (ANT 113) is located at a distance of approximately 200km South East from the site and is designated for the protection of Snow Petrels.

Table 7: Avifauna within wider study area Species Habitat Distribution Antarctic Petrel (Thalassoica antarctic)

Nests openly on the ground

Feeds on cephalopods, crustaceans and small fish

Breeding season from late November in colonies on level snow free surfaces often on slopes and cliffs

Feeding is confined to the pack-ice zone in the Antarctic seas

Breeding is exclusively on the Antarctic continent, breeding colonies are located up to 200km in land

Most abundant of Dronning Maud land breeding seabirds

Conservation status- not globally threatened currently

Snow Petrel (Pagodroma nivea)

The Snow petrel is known to nest in crevices

Feeds on cephalopods, crustaceans and fish

Breeding season from November-December onwards in colonies on cliffs and steep slopes using crevices and clefts under boulders

Feeding is confined to the pack-ice zone in the Antarctic seas

Breeding is on the Antarctic continent, breeding colonies are located up to 400km in land

Forms large concentrations of breeding birds

Conservation status- not globally threatened currently

South Polar Skua (Catharcata maccormicki)19.

Nests openly on the ground in mountain

Feeds mainly on fish, can prey on penguin and petrel eggs or chicks

Breeding season from

When feeding inland known to prey upon eggs or chicks of petrels, and can be found adjacent to petrel colonies

Breeding is on the Antarctic Continent and adjacent

17 Nature Environment Map: Dronning Maud Land 1: 100,000, Gjelsvikfjella and western Muhlig-Hofmannfjella, Description, 1999 18

Important Bird Areas in Antarctica 2015. BirdLife International and Environmental Research & Assessment Ltd., Cambridge.,

2015 19 Nature Environment Map: Dronning Maud Land 1: 100,000, Gjelsvikfjella and western Muhlig-Hofmannfjella, Description,

1999


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November onwards Can be aggressive if nests

are approached

islands Conservation status- not

globally threatened currently

Source: Information adapted from Complete Guide Antarctic Wildlife and Nature Environment Map The closest nunataks to the Wolfs Fang Runway site are the Henrickson nunatak, located 2.5 km to the east, the Kurze Mountains, located approximately 18km to the south and the Conrad Mountains 30km to the southeast. Though no published information has been found in relation to these specific sites, it can be assumed that these sites may provide suitable habitat for these three species of birds. Fauna (excluding birds) and flora in the wider study area have been identified from published ecological mapping 20 , though this does not extend to cover the immediate study area. The closest information to the study area is approximately 110 to the south west of the site (Sagladet and Cumulus region ) and indicates that in terms of flora , moss cushion, fruticose lichen, epilithic lichen are present. In terms of invertebrates, mites and collemboia can be found at Svarthamaren. Terrestrial invertebrates of Dronning Maud Land are often associated with mosses, lichens, cyanobacteria and green algae found in this region. It is assumed that similar flora and terrestrial invertebrates can be found at the closest nunataks to the site, using a precautionary principle. Designated sites The Antarctic Protected Areas database21 has been searched in order to identify the location of the Antarctic Special Protected Areas (ASPA) and Antarctic Specially Managed Areas (ASMA) within the study area. The closest designated area to the site is the Svarthamaren ASPA (ASPA Area No.142), which is also an IBA. The site is located at a distance of approximately 120km South West of the proposed Wolfs Fang Runway site. It is part of the Mühlig-Hoffmanfjella mountain region, in proximity of the Tor research station, and consists of the ice-free areas of the Svarthamaren nunatak and their immediate vicinity. The 7.5 km2 area has been designated in order to protect the presence of the Antarctic petrel colony, which is the largest known inland seabird colony of the Antarctic continent. In accordance with the management plan 22.of the site, the site also provides a habitat for the south polar skua and the snow petrel, is protected from human induced activity and provides ecological research and monitoring data for the population of these three species23. The sensitivity of the designated site is considered to be very high. Dakshin Gangotri Glacier ASPA (ASPA No 163) is located 700-800 meters North West of Whichaway Camp, at a distance greater than 160km from the site.

20

Nature Environment Map: Dronning Maud Land 1: 100,000, Gjelsvikfjella and western Muhlig-Hofmannfjella, Description, 1999 21 http://www.ats.aq/devPH/apa/ep_protected.aspx?lang=e, data obtained in March 2016 22

Svarthmaren Management Plan for Antarctic Special Protection Area number 142 23

Svarthmaren Management Plan for Antarctic Special Protection Area number 142


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8.4.2 The Wolfs Fang Runway Site The blue-ice field can be considered to be an abiotic environment in terms of flora. This was also confirmed by the preliminary environmental assessment carried out for the previous use of the site as Blue One runway24. There are no surface water bodies, exposed ground or nunataks within the site. Taking these factors into consideration, there is limited potential for terrestrial invertebrates or flora to be present at the site. There are no designated ecological sites located within the proposed Wolfs Fang Runway Site or within the immediate vicinity of the runway. There are no open water bodies or nunataks and the site itself is not considered to provide suitable habitat as a breeding ground or feeding ground for avifauna. Overall, the sensitivity of the site in terms of ecological habitat is considered to be low. However, taking the information which is available for these species within wider study area into consideration, there is low potential to encounter individual Antarctic petrel, South Polar skua and Snow petrel on site as they may use the site for resting or be passing through the site (using a precautionary principle). During the site survey carried out over a period of seven days, a total of three individual Snow petrels were observed within the immediate study area.

8.5 Cultural Heritage Designated cultural heritage sites and features of interest were identified through the list of Historic Sites and Monuments list published on the Antarctic Protected Areas database25 website. There are no designated sites located within the Wolfs Fang Runway Site or the wider study area. The closest designated site is the Memorial Plaque at India Point, Humboldt Mountains, Wohlthat Massif, which is located more than 80km from the site and considered to be outside the zone of influence or spatial scope of the proposed site and site operations, in terms of cultural heritage. The site is not considered to be sensitive in terms of cultural heritage.

8.6 Wilderness and Visual Amenity The spatial scope and zone of influence in terms of wilderness and visual amenity is considered to be the Wolfs Fang Runway Site, (which encompasses all supporting accommodation structures, plant and equipment storage as well as the runway itself) and the immediate study area surrounding the site. The site is not visible from any designated ecological or heritage sites and is not located within a designated site. Due to the absence of other existing human visual receptors (such as research stations, or existing traverse routes) and the

24

Dronning Maud Land Air Link, Preliminary Assessment of Environmental Impact, Poles Apart, Cambridge UK, 1996 25 http://www.ats.aq/devPH/apa/ep_protected.aspx?lang=e, data obtained in March 2016


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remoteness of the site, it is considered that no significant wilderness and visual impacts would be experienced outside the immediate study area. Though the Site is currently not in use, the site was previously used between 1996 and 2001 as the Blue One runway. Though the immediate study area surrounding the proposed Site is undisturbed and is of wilderness and aesthetic value, the presence of previous human activities are visible on site itself and can be seen with satellite imagery. An ANI equipment cache remains on the site from 2001, which is estimated to contain 20 tonnes of camp equipment and 335 empty fuel drums. Taking these factors into consideration, the value of the wilderness and visual amenity of the Site is considered to be medium/low while with immediate study area is considered to be medium in value or sensitivity.

8.7 Noise, Vibration and Local Air Quality The wider study area for noise, vibration and local air quality impacts arising from construction, operation and maintenance vehicles and plant is considered to be a 300m buffer from the Wolfs Fang Runway Site. This distance takes into consideration the low existing background noise levels, types of proposed activity and published guidelines used in the UK for the assessment of noise and vibration UK26. In terms of the noise, vibration and local air quality impacts associated with aircraft, the sensitive receptors which are potentially impacted by the flight path and runway have been identified using a 1000m buffer from the runway (as the worst case scenario). Sensitive receptor sites within the buffer zones have been identified from published base mapping of the area through the Antarctic Database Mapviewer website27 and the ecological baseline information described above. The human receptors would comprise the visitors and staff of the Wolfs Fang Runway itself. In terms of ecology, there is potential for individual South Polar skua, Antarctic petrels and Snow petrels to be present (passing through/resting at the site). In the wider study area, the Henrickson nunatak, Kurze mountains and Conrad mountains are considered to be potential ecological habitats of medium habitat, suitable for three bird species, terrestrial invertebrates and fauna, assuming a precautionary principle. Their presence and location would need to be taken into consideration during the operation, maintenance and construction activities in relation to traverse routes.

26

BS 5228-1:2009+A1:2014 Code of practice for noise and vibration control on construction and open sites – Part 1: Noise Part

2: Vibration. 27

http://www.add.scar.org/home/add7


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There are no other receptor sites of high sensitivity in terms of noise and vibration impacts, including designated ecological receptor sites or human receptors in the wider study area. The closest human receptor sites are the Maitri and Novolazervskaya research stations, which operate all year round and are located approximately 160km to the North East of the sites, in the Schirmacher Oasis. In terms of ecological receptor sites, the Svarthamaren SPA is the closest, at a distance of 120km. The background noise levels are considered to be low and the background local air quality is considered to be high as the closest human activity is located approximately 160km from the site at the Maitri and Novo research station.

9 Analysis of Potential Impacts

9.1 Introduction This section describes the potential environmental impacts which can arise during the establishment/ construction, operation and maintenance of the runway. Potential impacts take into consideration proposed activities (Section 6), the baseline environmental conditions and sensitivity of environmental features (Section 8). The nature of each impact is assessed taking into consideration a number of factors, which are described in more detail in the Approach and Methodology section (Section 5). This includes the impact's likelihood, spatial and temporal extent. The magnitude of impacts can be described as negligible/ minor moderate/major.

9.2 Physical Environment

9.2.1 Snow and ice quality The construction and operation of the runway and the seasonal traverse of supplies to the runway will modify the physical surface of the snow and ice. The area of modification is a relatively very small proportion of the surrounding surfaces. The modifications are not permanent, and without ongoing modification / maintenance, the affected area will revert back to its original condition through natural processes. The dispersal of soot, zinc rubber from tyres and pollutants from machinery operating at the site is likely to accumulate on the surface of the snow and ice locally. This will occur at the surface and is a very small proportion of the ice cap volumetrically. Due to ongoing surface preparation and snow clearing activities, these contaminate are likely to be contained to the snow berms. Fuel spills are the greatest source of potential contamination. Minor fuel spills (less than 5 L) are an almost inevitable consequence of refuelling and vehicle servicing activities. The ability to contain and remediate these spills is


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fundamental to reducing the impact of these spills. Fuel absorbents will be used to contain minor spills. Spilt fuel and contaminated snow will be collected, separated and stored for future consumption in ground vehicles or backloading. The use of small containers (1500l IBCs) on the traverse and at the runway will reduce the likelihood of a larger fuel spill. Potential impacts on water quality would be reduced with the use of filtration of grey water prior to disposal and it is considered that this impact would be minor and of a local scale. Further information is provided in the Fuels and Oils Storage and Handling and the Waste Management sections below. The physical environment within the site requires protection as the entire environment in Antarctica benefits from protection under the Protocol, as a nature reserve. Potential impacts on the physical environment in terms of snow and ice quality would be of a local scale and temporary. The potential impacts associated with an accidental spillage or leak would vary depending on the quantity released into the environment. With the implementation of appropriate mitigation measures, the likelihood of accidental spillage is reduced and associated impacts on the physical environment are reduced to minor. Appropriate mitigation measures are set out in the Mitigation Section 10.

9.2.2 Ice Free Surface Interference The proposal for the Wolfs Fang Runway does not include the use of ice-free ground during construction, operation or maintenance.

9.3 Flora and Fauna The assessment of the potential impacts of the proposed development needs to take into account both on-site impacts and ecological features that may occur in the immediate or wider study area. Potential impacts on nature conservation features have been characterised based on predicted changes as a result of the proposed activities. In order to characterise the impacts on each feature, the following parameters are taken into account:

The magnitude of the impact

The spatial extent over which the impact would occur

The temporal duration of the impact

Whether the impact is reversible and over what timeframe and

The timin

Documents

WOLFS FANG RUNWAY - White Desertwhite-desert.com/wp-content/uploads/2019/10/Wolfs-Fang... · 2019. 10. 1. · Wolfs Fang Runway IEE Final Report July 2016 White Desert Ltd 4 8.4.1